Railway-car ventilation



(Ne Medel.) 2 sheets-sheet 1. E. H. MOTT. RAILWAY' GAR VENTILATION.

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Peteneed Peb. 28,1882.

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UNITED STATES PATENT Ormea.

EDWARD H. MOT'I, CHICAGO, ILLINOIS.

RAILWAY-CAR VENTILATION.

SPECIFICATION forming partof Letters Patent No. 254,148, dated February 28, 1882.

` 4 A-pplcationlledSeptember 5, 18f81. (No model.)

To all whom 'it may concern Be it known 4that- I, EDWARD H. Mocr'r,of

Chicago, in the county of (look and State of Illinois, have invented certain new and useful 5 Improvements in Railway-Car Ventilators, of

which the following, in connection with the accompanying d rawings, is a specication.

In the drawings, Figure 1, Sheet 1, is a vertical central cross section vthrough the main 1o parts of my Ventilating apparatus, andl showing their relation to the car and one of the carwheel axles. Fig. 2, Sheet Lis a section in the plane of the line x w of Fig. 1, viewed in the direction indicated by the arrow V'there shown, and also showing a part ofthe same set out in detail. Fig. 3, Sheet 1, is a. section in the plane of the line xa of Fig. 2. Fig. 4, Sheet 2, is a sectiony in the plane of the line y y of Fig. 1, viewed in the direction indicated 2o by the arrow there shown. Figs. 5 andfG,

Sheet 2, are detailsin perspective of the gateshiftingv device; and Figs. 7 and 8, Sheet 2, are details in section and in perspective of v one of the eduction-iluesand of one arm of the 2 5 eduction-fan, respectively. f

Like letters of reference indicate like parts.

My purpose is to provide improved means for Ventilating railway-cars and -my invention consists in certain features of construction relating to the Ventilating mechanisfnilor apparatus which I employ for that purpose, and hereinafter 'described and set forth'las novel.

A represents the coach or body of a railway` car, and B is one of the car-wheels. C is the wheel-ax1e, and D is a hollow metallic cylinder arranged and made rigid upon the wheelaxle. The purpose of this cylinder is to furnish a smooth and even bea-ring surface for 4o the parts to be mounted upon it, as will hereinafter more fully appear.

D ,is a vertical flange on the outer end of the cylinder D, and a a are horizontal inwardly-projecting pins on the ange- D.

E isa sleeve on the cylinderD, and on which it is capable of a laterally-sliding and rotary movement.

' F is a vertical iiange on the cylinder E, and b b are small wings projecting outwardly from 5o the iiange F. The'cylinder E also has thereonthe anges c c and del', arranged as shown with relation to each other. Outside of the collars d d are loose rings d d.

Gr G are arms extending radially from the sleeve E, and G G are fans on the ends of the said arms.

H is an annular chamber in which the fans G G', play. The smaller circumferential portion of this chamber is open, as indicated at e, Fig. l. 6o

I is an air chamber or tube, forked to strad` die the chamber H, as shown. The lower parts of the forked portions or branches of the chamber Isnrround the axle C, and the walls of these lower parts are drawn inv and fastened to the rings d" d and to theedges of the smaller circumferential portion of the chamber H, respectively, as indicated at e' and c", Fig. 1. The chamber H and the tube I thus communicate with each other at c; but in other re- 7o spects these parts, except as hereinafter nientioned, are closed.

J and J are ports` in the chamber H.

K is a lever, and K is a slot through which it passes.

L is a metallic box or lining in the slot K.

M is a brace, to which the lever K is pivoted. The lower part of this lever is forked and knuckle-jointed to the upper part, as shown in Figs. 1 and 4, and the arms of the forked :part 8o pass between the flanges c and c. The arms of the forked part are represented at ff and the knuckle-joint at g. I make a knucklejoint in this lever in order that it will not-be materially affected by the varyingmotion of the truck and coach.

It will be perceived on reference to Fig. l that if the handle of the lever K be moved in the direction indicated by the arrow there shown the sleeve E will be pushed toward the'go ange D', and that the pins a a will strike the wings b b during the rotation of the axle (l, and consequently rotate the sleeve and the fans connected thereto. In other words, while the parts mounted on thevsleeve E move with it the comparatively short distance it need be ymoved laterally to be engaged by the pins a a during the rotation of the axle, so as to actuate the fans, this rotary movement is not communicated either to theloox or chamber H or roo to the tube or chamber I.

Y I may here state that, as the upper end of the tube I is to be connected to asystem of airtubesin and under the car, I make this connection by means of aflexible tube,^I, I" representing one of the air-tubes applied to the body of the car and connected to the tube Il in the manner described.

In order that the lever K may be held or locked temporarily in any position in whichit may be set, I apply to it one or more springcatches, h it, or make the upper end ofthe lever itseit' slightly yielding, and in the edges of the boxL, Imakeserrations or notches adapted to en gage or receive the free springs It h, and so prevent any accidental displacement of the lever after it is set. It will only benecessary to press the springs h h out ot' the notches in which they rest in order to set the lever.

I arrange the tubes I I in any suitable way. By preference I carrya main tube along the under side and central part ofthe licor of the ear and fork this tube near the endsv of the car. I also employ branch tubes suitably located, and the mouths of these branch tubes are arranged in those parts of the car to which the air therein is to be drawn t'orheing ejected. At these places in the car I prefer to arrange ventilator registers or dam pcrsNN, which may beregulated with facility by means ot'a thumb wheel, N', extending a little way through the face of the register, as indicated in Fig. 7. It will new be perceived that if the fan be rotated in the direction indicated by the arrow shown in Fig. 2 the air will be sucked or drawn from the interior of the car into and through the registers, and thence through the air-pipes into the chambers I Iand H, and expelled from the latter through the port J, it being under stood that the port J is then closed. The air drawn from the car will be replaced by other airentering either through the doors, windows, cracks, or vcntilating openings. In other words, I draw the foul air out of the car, and fresh air is thus drawn in. By this means I am enabled to arrange the working parts of my apparatus underneath each car, and I expel thc air there instead of there obtaining a supply and forcing it into the car.

It is obvious that a supply of air obtained underneath the car would be liable, for the most part ot' the time, to be tilled with dust and dirt, and that air taken from the top and sides ot' the car would be liable to contain smoke and cindcrs. This would especially be the case with an apparatus there arranged, which would suck or draw in the air immediately about it.

By my method of ejecting the stale air from the car the fresh airenters through all the appliances with which the car may be provided for keeping out dust, cinders, and smoke. Besides theso advantages', each car is provided with a complete and independent Ventilating apparatus, and the rotating car-axle is the only motor or driving-power required for setting the working of the ventilating apparatus in action.

It will be perceived that ifboth ports J and J should be left open the fans would be practically inoperative for the purpose for which they were intended, and that a current of air would be simply drawn into one port and expelled from the other, while possibly a small amount would be blown or forced into the car. It will also bc perceived that it' the car should be run in an opposite direction without being first turned around the direction ofthe rotary movement of the fans would be changed or reversed from that described, and that, the port J remaining open and the port J' being closed, the air would he sucked into the port J instead of being expelled therefrom. Consequently, when the direction of the car is changed the port before open should be closed and thev one before shut should be opened. I have provided means for automatically performing the work ot' openin and closing the doors, and will now describe t e same.

0 isa slide having legs O O depending from two of the corners thereof, and I Il are valves or doors applied to the said legs, and so arranged as to open and close the ports J and J', in the manner hereinafter described.

Q, is a rib on the slide O, and Q is a rib on the upper side of the rib Q.

It is a rocking and yielding catch bar or lug applied to the side ot the rib Q.

S S are bolts Vpassing freely through the rib Q and rigidly attached to lug It.

T T are closed spiral springs on the bolts S S and between the rib Q and lug R. Thelug is thus capable of a yielding movement to and from the rib Q, and one end ofthe lug may be pressedhin toward the rib,while thc other stands out therefrom.

V is a lateral recess in the lower part of one ofthe side walls of the chamber 1I. This recess lies in the are of a circle having a center coincident with the axis on which the sleeve E turns. The slide O slides on the bottom of the recess V, and is correspondingly curved. The rib' Q enters a groove, j", in the top of the recess V.

V is a short strap or bar crossing the recess V, and set in Hush with theinterior face ot' the wall ot' the chamber II, so as not to be in the way of the fans G G. This strap is so set or arranged as to press in the lug R when the slide Ois moved back and forth in the recess V. When one end is so pressed in it will be out ot thc way ofthe fans; but thc other will stand out into the chamber H far enough to be struck by them. When the fans move in such a direction as to strike the extreme end or end face of the projecting end of the lug R they will push the lug (and consequently the slide O and its attachments) along until the bar V will draw in that end away from the t'ans and release the other end, and when the fans reach the end so released they will ride over it, as it is beveled for that purpose, as indicated at g', the lug being yielding, as described. This movement of the slide will be sufficient to close the port already open and open the one before closed. When the direction of the fans is again reversed the port first closed will be again closed and the one rst open will be opened again. The fans cannot strike that end of the lug B which is nearest the port J, for

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m 5MM P to the port- J and the valve P' away from the port J', and the end of the lug so released will be set to again shift the valves when the direction of the fans is again changed. The air therefore will be drawn out of the car and discharged, either through the port J or the Y port J', in whatever direction the car may be moving, and when its movement is reversed the valves P and P' will be set automatically in their proper positions.

It is to be understood that a valve-shifter may be employed on both sides of the chamber H, as indicated in Fig. 3. e

It may be that the fans will have a tendency to blow some ofthe air past the exit-ports and keep it moving around in the chamber H without properly discharging it. To prevent this tendency I provide the valveshifter with a bar, W, in which are theslots h' h'. I also make downwardly-inclined grooves h" It" in the interior faces of the walls of the chamber H. A' is a gate adapted to extend across the chamber H, and 'it' are pin-like extensions at the corners of this gate. This gate I arrange across the chamber H at a point just above the port J when that port is open. By placing the upper pins, t' t, in the grooves h" h" and the lower pins in the slots h' h' the position of the gate A' will be such as will to a great extent prevent the air from being carried beyond the port J. When the valve-shifter is moved so as to close the portJ the gate A' will be carried below that port and laid horizontally, in which position the gate employed in connection with port J' is shown. I

In order that cold air may be drained from the car, registers may be placed in the floor and connected with exhaust-tubes leading to the chamber H.

The valve-shiftin g device and the gates may be employed also in combination with fans for blowing air into the cars.

" I have not here attempted to describe many of the minor details of constructing my ventilator apparatus, as they will occur to those familiar with the construction and operation of mechanism intended for analogous uses.

Although I have herein shown and described vthe several features of my invention when em ployed in connection with car-ventilating ap paratus, it is obvious that some of those features may be applied with advantage to other uses, and I do not therefore here intend to restrict myself to any particular use to which my improvements may be applied.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is-

l. The combination, in a car-Ventilatingapparatus, of a fan having a hollow axle, a rotating axle entering the said hollow axle, a fanchamber surrounding the said hollow axle and fan, and havingone or more ports, JJ', and one 0r more ports or openings lfor communication with an air-tube, substantially as specitied.

2. The combination, in a car-Ventilating apparatus, substantially as described, of a rotary fan, a fan-rotating axle, a fan-chamber having aninductionand containingtwo ports,Jand J', and valves or doors for opening and closing the said ports.

3. The combination, substantially as described, in a car-Ventilating apparatus, of a rotary fan, a fan-rotating axle, a fan-chamber having an induction and containing two ports, J and J', the valves or doors P and P', andan automatic valve-shifting device for operating the said valve, as and for the purposes specified.

4. The combination,in railway-car-ventilating apparatus, of a fan adapted to be mounted on and rotated by the car-wheel axle, a fanchamber communicating with an exhaust-tube and containing two exit-ports, and automatic valve-shiftiu g mechanism adapted to open first one of the said ports and then the other upon the reverse rotation of the said fan, for the purposes set forth.

5. The combination, substantially as described, in a car-Ventilating apparatus, of a fan having a hollow axle, the rotating axle C, the fan-chamber H, and the air-tube I, surrounding vthe said hollow axle and entering the central part of the chamber H, the latter having therein one or more air-ports, J J', for the purposes set forth.

6. The combination of the rotating axle G, carrying a clutch, D' a the sliding sleeve E, adapted to be engaged by the said clutch and carrying thefan G G', the fan-chamber H, having therein induction and eduction ports, the air-tube I, entering the chamber H and connected to the said sleeve, and alever for shift- IOO ing the said sleeve in and out of engagement with the said clutch, substantially as and for the purposes specified.

7. The combination, with a blower containing ports J J', of the slide 0,'carrying the valves or doors P P', the yielding rocking lug R, the rotating fan-shaft C, and the air pipes or ducts of a car-ventilating apparatus, substantially as and for the purposes specified.'

8. The gates A' A', one or more, arranged substantially as shown and described with relation to the exit-port of a blower containing a fan mounted on an axle, C, for the purposes set forth.

9. The combination, in a car-ventilating apparatus, of a blower containing afan mounted on an axle, C, the slots It" It", the ports J J', the gates A' A', the slide O, the slotted bar W, and the yielding lug R, substantially as and for the purposes specified.

EDWARD H. MOTT.

Witnesses:

H. FRANKFURTER, F. F. WARNER.

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